JP2008038998A - Diagnosis device for automatic transmission - Google Patents

Diagnosis device for automatic transmission Download PDF

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JP2008038998A
JP2008038998A JP2006212328A JP2006212328A JP2008038998A JP 2008038998 A JP2008038998 A JP 2008038998A JP 2006212328 A JP2006212328 A JP 2006212328A JP 2006212328 A JP2006212328 A JP 2006212328A JP 2008038998 A JP2008038998 A JP 2008038998A
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Prior art keywords
automatic transmission
solenoid valve
vehicle
solenoid
hydraulic pressure
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JP4379448B2 (en
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Kenji Niwa
研二 丹羽
Toshio Sugimura
敏夫 杉村
Masayasu Mizobuchi
真康 溝渕
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2006212328A priority Critical patent/JP4379448B2/en
Priority to CN2007800289842A priority patent/CN101501370B/en
Priority to PCT/IB2007/002193 priority patent/WO2008015537A2/en
Priority to EP07804679A priority patent/EP2049820B1/en
Priority to KR1020087032060A priority patent/KR101049392B1/en
Priority to US12/308,229 priority patent/US8032274B2/en
Publication of JP2008038998A publication Critical patent/JP2008038998A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/126—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is the controller
    • F16H2061/1268—Electric parts of the controller, e.g. a defect solenoid, wiring or microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a diagnosis device for an automatic transmission capable of accurately diagnosing existence/absence of malfunction of a solenoid valve controlling an operating hydraulic pressure with high flexibility and a high degree of flexibility regardless of the operation frequency or operation tendency of a friction element constituting the automatic transmission. <P>SOLUTION: On the condition that a vehicle is stopped and an ignition key is turned off (steps S100 and S110), a microcomputer determines that torque capable of driving a drive wheel of the vehicle is not transmitted to an output shaft of the automatic transmission, and conducts forced current flow to a solenoid constituting the solenoid valve corresponding to the respective friction elements of the automatic transmission (step S120), and monitors the electric current supplied to the solenoid valve (step S130). Based on that the electric current corresponding to the forced current flow at that time is not obtained, the malfunction of the solenoid valve is determined. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、車両の駆動系に搭載される自動変速機についてその故障の有無を診断する自動変速機の診断装置に関する。   The present invention relates to an automatic transmission diagnostic apparatus for diagnosing the presence or absence of a failure in an automatic transmission mounted on a drive system of a vehicle.

車両の転動系に搭載される自動変速機としては周知のように、複数のクラッチやブレーキ等の摩擦要素を選択的に油圧係合させることにより、車両の運転状態に応じて動力伝達経路、換言すれば変速機の変速段を決定するようにしている。具体的には、内燃機関の出力軸の回転に基づき駆動されて各摩擦要素に作動油を供給する油圧源が設けられるとともに、それら摩擦要素に対応して複数のソレノイドバルブがそれぞれ配設されている。そして、自動変速機の各種制御を統括的に行う制御装置が設けられ、この制御装置によりソレノイドバルブに流す電流の大きさを制御することでそれらソレノイドバルブの開度を制御する。すなわち、このような自動変速機では、車両の運転状態に基づいて適宜の目標変速段を設定し、その設定した目標変速段に変速するために、
（ａ）係合すべき摩擦要素には、そのソレノイドバルブに所要の通電を行って同ソレノイドバルブの開度を増大させることにより、それら摩擦要素の作動油圧を増大させて同摩擦要素を係合させる。
（ｂ）解放すべき摩擦要素には、そのソレノイドバルブへの通電を遮断して、同ソレノイドバルブを閉弁させることにより、それら摩擦要素の作動油圧を低下させて同摩擦要素を解放させる。
といった操作を上記制御装置を通じて行うようにしている。 As is well known as an automatic transmission mounted on a rolling system of a vehicle, a power transmission path according to the driving state of the vehicle by selectively hydraulically engaging a plurality of friction elements such as a clutch and a brake, In other words, the gear position of the transmission is determined. Specifically, a hydraulic pressure source that is driven based on the rotation of the output shaft of the internal combustion engine and supplies hydraulic oil to each friction element is provided, and a plurality of solenoid valves are respectively provided corresponding to the friction elements. Yes. A control device is provided that performs overall control of the automatic transmission. The control device controls the opening of the solenoid valves by controlling the magnitude of the current flowing through the solenoid valves. That is, in such an automatic transmission, in order to set an appropriate target shift speed based on the driving state of the vehicle and shift to the set target shift speed,
(A) For the friction elements to be engaged, by energizing the solenoid valve as necessary to increase the opening of the solenoid valve, the operating hydraulic pressure of the friction elements is increased to engage the friction elements. Let
(B) The friction elements to be released are cut off from energization to the solenoid valves, and the solenoid valves are closed, thereby reducing the operating hydraulic pressure of the friction elements and releasing the friction elements.
Such an operation is performed through the control device.

ところで、こうした自動変速機において、例えばソレノイドバルブを構成するソレノイド断線や短絡等の故障が発生すると、係合すべき摩擦要素が係合不能になったり、解放すべき摩擦要素の係合が解除不能になる等の不都合が生じることがある。そしてこのような場合には、上述した目標変速段への変更不能や自動変速機自体のインターロック等を招きかねず、自動変速機としての変速性能も自ずと低下するようになる。   By the way, in such an automatic transmission, when a failure such as a solenoid disconnection or a short circuit that constitutes a solenoid valve occurs, the friction element to be engaged cannot be engaged or the engagement of the friction element to be released cannot be released. Inconveniences such as becoming may occur. In such a case, the change to the target gear stage described above cannot be made, the interlock of the automatic transmission itself may be caused, and the speed change performance as the automatic transmission will naturally deteriorate.

そこで従来は、例えば特許文献１あるいは特許文献２に見られるように、自動変速機を構成する各摩擦要素の作動油圧に応動する油圧スイッチを設け、その出力を監視することによってソレノイドバルブの故障の有無を診断するようにした装置なども提案されている。すなわち、これらの装置にあって、各摩擦要素に対応して設けられた油圧スイッチは、該当する摩擦要素の作動油圧が上昇して同摩擦要素が係合する際に「オン」信号を出力する一方、該当する摩擦要素の作動油圧が低下して同摩擦要素が解放される際には「オフ」信号を出力する。そしてその診断に際しては、例えば車両の運転中に目標変速段に変速しようとしているにも拘わらず、その目標変速段に変速するために係合されるべき摩擦要素に対応する油圧スイッチから「オフ」信号が出力されるような場合に、その摩擦要素の作動油圧を制御するソレノイドバルブに故障がきたしている旨の判定（診断）が下される。このような診断装置の採用により、ソレノイドバルブを構成するソレノイドにたとえ上記断線や短絡等の故障が発生したような場合であれ、そうした状況に見合ったフェールセーフ処理を施すことで、自動変速機のインターロック等も未然に防がれるようになる。
特開２００１−１１６１３４号公報 特開２００６−７７８９２号公報 Therefore, conventionally, as seen in Patent Document 1 or Patent Document 2, for example, a hydraulic switch that responds to the operating hydraulic pressure of each friction element constituting the automatic transmission is provided, and the output of the hydraulic valve is monitored to detect the failure of the solenoid valve. An apparatus that diagnoses the presence or absence has also been proposed. That is, in these devices, the hydraulic switch provided corresponding to each friction element outputs an “ON” signal when the operating hydraulic pressure of the corresponding friction element rises and the friction element is engaged. On the other hand, when the operating hydraulic pressure of the corresponding friction element decreases and the friction element is released, an “off” signal is output. In the diagnosis, for example, while the vehicle is being driven, the hydraulic switch corresponding to the friction element to be engaged in order to shift to the target shift stage is “off” even though the shift to the target shift stage is attempted. When a signal is output, a determination (diagnosis) is made that the solenoid valve that controls the hydraulic pressure of the friction element has failed. By adopting such a diagnostic device, even if the solenoid that constitutes the solenoid valve has a failure such as the above disconnection or short circuit, a fail-safe process suitable for such a situation is performed, so that the automatic transmission Interlocks and the like can be prevented in advance.
JP 2001-116134 A JP 2006-77892 A

このように、自動変速機を構成する各摩擦要素に対応してその作動油圧に応動する油圧スイッチを設けるとともにその出力を監視するようにすることで、上記ソレノイドバルブの故障診断も確かに可能にはなる。ただし、こうした油圧スイッチはそもそも、その対応する摩擦要素の状態もしくは状態変化に応じて「オン」もしくは「オフ」信号を出力するものであることから、上記ソレノイドバルブの故障診断を行うにしろ、自動変速機自体の操作態様に依存した各ソレノイドバルブに対する診断頻度の偏りも避けられない。このため、例えば運転者の運転習慣等によって頻度の低い変速段があるような場合、該変速段に対応して係合されるべき摩擦要素への作動油圧の調圧を行うソレノイドバルブについては自ずとその診断頻度も低くなるなど、同診断装置としての柔軟性や自由度といった面ではなお課題を残すものとなっている。   Thus, by providing a hydraulic switch that responds to the operating hydraulic pressure corresponding to each friction element that constitutes the automatic transmission and monitoring its output, it is possible to diagnose failure of the solenoid valve. It becomes. However, since these hydraulic switches originally output an “on” or “off” signal in accordance with the state of the corresponding friction element or a change in the state, automatic diagnosis should be performed regardless of the solenoid valve failure diagnosis. A bias in the diagnosis frequency for each solenoid valve depending on the operation mode of the transmission itself is unavoidable. For this reason, for example, when there is a low-speed gear stage due to the driving habits of the driver, etc., the solenoid valve that regulates the hydraulic pressure to the friction element to be engaged corresponding to the gear stage is naturally There are still problems in terms of flexibility and flexibility as the diagnostic device, such as a lower frequency of diagnosis.

本発明は、こうした実情に鑑みてなされたものであり、その目的は、自動変速機を構成する摩擦要素の操作頻度や操作傾向等に拘わらず、その作動油圧を制御するソレノイドバルブの故障の有無を高い柔軟性、自由度のもとに的確に診断することのできる自動変速機の診断装置を提供することにある。   The present invention has been made in view of such circumstances, and the purpose of the present invention is to determine whether or not a solenoid valve that controls the operating hydraulic pressure has failed regardless of the operating frequency or operating tendency of the friction elements constituting the automatic transmission. It is an object of the present invention to provide an automatic transmission diagnostic apparatus capable of accurately diagnosing the transmission with high flexibility and flexibility.

以下、上記課題を解決するための手段及びその作用効果について記載する。
請求項１に記載の発明は、油圧源から供給される作動油の油圧に応動して係合状態と解放状態との間で切り替わる複数の摩擦要素とそれら摩擦要素に供給される作動油の油圧を各別に調圧可能なソレノイドバルブとを備え、目標とする変速段に応じた各ソレノイドバルブへの通電制御を通じて各摩擦要素の係合／解放を選択設定することにより原動機に接続された入力軸と車両の駆動輪に接続された出力軸との間の変速段を成立させる自動変速機の前記ソレノイドバルブの故障の有無を診断する自動変速機の診断装置であって、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件のもとで前記ソレノイドバルブを構成するソレノイドへの通電を行うとともに、同ソレノイドに流れる電流を監視し、そのときの通電に見合う電流が得られないことに基づいて前記ソレノイドバルブが故障している旨を診断することをその要旨とする。 Hereinafter, means for solving the above-described problems and the effects thereof will be described.
According to the first aspect of the present invention, there are provided a plurality of friction elements that switch between an engaged state and a released state in response to the hydraulic pressure of hydraulic oil supplied from a hydraulic pressure source, and the hydraulic pressure of hydraulic oil supplied to the friction elements. And an input shaft connected to the prime mover by selectively setting engagement / release of each friction element through energization control to each solenoid valve according to a target gear position. A diagnosis device for an automatic transmission for diagnosing whether or not the solenoid valve of the automatic transmission has failed, which establishes a shift stage between the motor and an output shaft connected to a drive wheel of the vehicle, the output of the automatic transmission Energizing the solenoid that constitutes the solenoid valve under the condition that torque that can drive the driving wheel of the vehicle is not transmitted to the shaft, and monitoring the current flowing through the solenoid; That based on the current commensurate with the current can not be obtained for diagnosing the fact that the solenoid valve is faulty and its gist.

上記条件のもとでは、基本的に全てのソレノイドバルブが自動変速機に求められる機能から解放されるため、それらソレノイドバルブを構成するソレノイドに対して強制通電を行ったとしても、車両の挙動に及ぼす影響は皆無である。このため、同条件のもとでは、任意のソレノイドバルブを故障診断の対象とすることができ、それらソレノイドバルブの故障の有無を高い柔軟性、自由度をもって的確に診断することができるようになる。なお上記診断に際し、対象とするソレノイドバルブ（ソレノイド）が正常であれば、上記監視する電流の挙動は常に上記通電の内容に対応したものとなるが、例えばソレノイドに断線等の故障が生じている場合には、通電しているにも拘わらずソレノイドからの電流が検出されない、またソレノイドに短絡等の故障が生じている場合には、通電を行っていないにも拘わらずソレノイドから電流が検出される、等々の症状が現れるため、同診断も容易である。また、こうした診断を実行しても車両の挙動に及ぼす影響は皆無であることに鑑みれば、上記ソレノイドへの通電に、同ソレノイドに流れる電流の監視を容易とする所定の試験パターン、例えば一定周期のパルスパターン等を採用することも可能であり、それら試験パターンに対して上記監視する電流がどのように追従するか等も含めた、さらに木目の細かい診断を行うこともできるようになる。   Under the above conditions, basically all the solenoid valves are released from the functions required of the automatic transmission, so even if forced energization is performed on the solenoids that constitute these solenoid valves, the behavior of the vehicle is not affected. There is no effect. Therefore, under the same conditions, any solenoid valve can be targeted for failure diagnosis, and the presence or absence of failure of these solenoid valves can be accurately diagnosed with high flexibility and flexibility. . In the above diagnosis, if the target solenoid valve (solenoid) is normal, the behavior of the current to be monitored always corresponds to the content of the energization, but a failure such as disconnection of the solenoid has occurred, for example. In this case, the current from the solenoid is not detected even when the current is energized, and when the solenoid has a failure such as a short circuit, the current is detected from the solenoid even when the current is not energized. The symptoms are easy to diagnose. In view of the fact that even if such a diagnosis is performed, there is no influence on the behavior of the vehicle, a predetermined test pattern that facilitates monitoring of the current flowing through the solenoid when the solenoid is energized, for example, at a constant cycle It is also possible to employ a pulse pattern or the like, and it is also possible to make a more detailed diagnosis of the wood, including how the monitored current follows the test pattern.

請求項２に記載の発明は、請求項１に記載の自動変速機の診断装置において、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、前記ソレノイドへの通電の有無に拘わらず前記油圧源から供給される作動油の油圧が前記摩擦要素を作動し得ない低油圧にある条件であることをその要旨とする。   According to a second aspect of the present invention, in the automatic transmission diagnosis apparatus according to the first aspect of the present invention, the condition that the torque that can drive the drive wheels of the vehicle is not transmitted to the output shaft of the automatic transmission is The gist is that the hydraulic pressure of the hydraulic oil supplied from the hydraulic pressure source is a low hydraulic pressure at which the friction element cannot be operated regardless of whether the solenoid is energized.

自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件としては種々の条件が考えられるが、この条件として、上記ソレノイドへの通電の有無に拘わらず油圧源から供給される作動油の油圧が摩擦要素を作動し得ない低油圧にある条件を採用することで、いわば「ソレノイドバルブを構成するソレノイドに対して強制通電を行ったとしても車両の挙動に及ぼす影響が皆無となる条件」も容易に作り出すことができるようになる。   Various conditions can be considered as conditions for not transmitting torque that can drive the drive wheels of the vehicle to the output shaft of the automatic transmission. This condition can be obtained from the hydraulic source regardless of whether the solenoid is energized or not. By adopting the condition that the hydraulic pressure of the supplied hydraulic oil is at a low hydraulic pressure that cannot operate the friction element, it is said that the effect on the vehicle behavior even if the solenoid that constitutes the solenoid valve is forcibly energized. It becomes possible to easily create “conditions where there is no”.

請求項３に記載の発明は、請求項２に記載の自動変速機の診断装置において、前記油圧源は前記原動機の運転に基づいて前記作動油を前記各摩擦要素に供給するものであり、前記油圧源から供給される作動油の油圧が前記摩擦要素を作動し得ない低油圧にある条件が、前記原動機の運転の停止によって満たされることをその要旨とする。   According to a third aspect of the present invention, in the diagnostic device for an automatic transmission according to the second aspect, the hydraulic source supplies the hydraulic oil to the friction elements based on the operation of the prime mover. The gist is that the condition that the hydraulic pressure of the hydraulic oil supplied from the hydraulic pressure source is at a low hydraulic pressure at which the friction element cannot be operated is satisfied by stopping the operation of the prime mover.

上記油圧源は通常、原動機の運転に基づき駆動されるオイルポンプを備えるものであることが多いことから、上記請求項２に記載の条件がこのような原動機の運転の停止によって満たされるものとすることで、その実現も容易である。   Since the oil pressure source usually includes an oil pump that is driven based on the operation of the prime mover, the condition according to claim 2 is satisfied by stopping the operation of the prime mover. This is easy to realize.

請求項４に記載の発明は、請求項１に記載の自動変速機の診断装置において、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、前記原動機の停止操作によって満たされることをその要旨とする。   According to a fourth aspect of the present invention, in the automatic transmission diagnosis apparatus according to the first aspect, the condition that the torque that can drive the driving wheels of the vehicle is not transmitted to the output shaft of the automatic transmission is The main point is to be satisfied by the stop operation of the prime mover.

上記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件は、このような原動機の停止操作、すなわちイグニッションキーのオフ操作に基づいて満たされるものとすることも有効である。通常、原動機の制御装置は、車載バッテリに接続されたメインリレーについてもそのオフ操作を自らの制御のもとに行うことができることから、イグニッションキーがオフ操作されたとしても、上記診断を含む各種の後処理を実行した上で上記メインリレーをオフ操作することができる。しかも、同構成によれば、こうしてイグニッションキーがオフ操作される都度、上記診断が実行されることともなり、各ソレノイドバルブの診断頻度も良好に確保されるようになる。   The condition that the torque that can drive the drive wheels of the vehicle is not transmitted to the output shaft of the automatic transmission may be satisfied based on such a stop operation of the prime mover, that is, an ignition key off operation. It is valid. Usually, since the control device of the prime mover can turn off the main relay connected to the vehicle-mounted battery under its own control, even if the ignition key is turned off, The main relay can be turned off after performing post-processing. In addition, according to this configuration, each time the ignition key is turned off, the diagnosis is executed, and the diagnosis frequency of each solenoid valve can be ensured well.

請求項５に記載の発明は、請求項１に記載の自動変速機の診断装置において、前記自動変速機の入力軸は、特定の摩擦要素を介して前記原動機に接続されるものであり、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、前記特定の摩擦要素による伝達トルクが所定値以下に制御されることによって満たされることをその要旨とする。   According to a fifth aspect of the present invention, in the diagnostic device for an automatic transmission according to the first aspect, an input shaft of the automatic transmission is connected to the prime mover via a specific friction element, The gist is that the condition that the torque that can drive the driving wheels of the vehicle is not transmitted to the output shaft of the automatic transmission is satisfied by the transmission torque by the specific friction element being controlled to a predetermined value or less. To do.

これも通常、自動変速機の入力軸は特定の摩擦要素、いわゆるクラッチを介して原動機の出力軸に接続されることから、上記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件は、この特定の摩擦要素、すなわちクラッチによる伝達トルクが所定値以下、具体的には自動変速機の出力軸が前記車両の駆動輪を駆動し得ないトルク以下に制御されていることによっても満たされる。特に上記条件としてこのような条件を設定することにより、車両が走行可能な状態、すなわち自動変速機のシフトレンジがＰ（パーキング）レンジやＮ（ニュートラル）レンジにある状態でも上記診断を実行することができるようになる。   Usually, the input shaft of the automatic transmission is connected to the output shaft of the prime mover via a specific friction element, a so-called clutch, so that the torque that can drive the drive wheels of the vehicle to the output shaft of the automatic transmission. The condition in which the transmission is not performed is controlled so that the torque transmitted by the specific friction element, that is, the clutch is not more than a predetermined value, specifically, not more than the torque at which the output shaft of the automatic transmission cannot drive the driving wheels of the vehicle. It is also satisfied by being. In particular, by setting such a condition as the above condition, the diagnosis can be executed even in a state where the vehicle can travel, that is, in a state where the shift range of the automatic transmission is in the P (parking) range or the N (neutral) range. Will be able to.

請求項６に記載の発明は、請求項１に記載の自動変速機の診断装置において、前記原動機は内燃機関を含むとともに、該内燃機関の運転を制御するエンジンシステムは車両運転操作要素の所定の操作条件の成立に基づき内燃機関の運転を自動停止するエコノミーランニング機能を有するものであり、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、このエコノミーランニング機能に基づく内燃機関の運転の自動停止によって満たされることをその要旨とする。   According to a sixth aspect of the present invention, in the diagnostic device for an automatic transmission according to the first aspect, the prime mover includes an internal combustion engine, and the engine system for controlling the operation of the internal combustion engine is a predetermined vehicle operation element. It has an economy running function that automatically stops the operation of the internal combustion engine based on the establishment of the operating condition, and the condition that the torque that can drive the driving wheels of the vehicle is not transmitted to the output shaft of the automatic transmission is this The gist is that it is satisfied by the automatic stop of the operation of the internal combustion engine based on the economy running function.

近年は上述したエコノミーランニング機能を有するエンジンシステムが採用されることも多い。したがって、上記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件としては、このエコノミーランニング機能によって内燃機関が自動停止している期間を採用することも有効であり、これにより、各ソレノイドバルブの診断頻度もさらに高められるようになる。   In recent years, an engine system having the above-described economy running function is often employed. Therefore, as a condition for not transmitting torque that can drive the driving wheels of the vehicle to the output shaft of the automatic transmission, it is also effective to adopt a period in which the internal combustion engine is automatically stopped by the economy running function. Thus, the diagnostic frequency of each solenoid valve can be further increased.

請求項７に記載の発明は、請求項１〜６のいずれか一項に記載の自動変速機の診断装置において、前記故障の有無の診断対象となるソレノイドバルブには、車両の退避走行に用いられる摩擦要素に供給される作動油の油圧を調圧可能なソレノイドバルブが含まれることをその要旨とする。   According to a seventh aspect of the present invention, in the diagnostic device for an automatic transmission according to any one of the first to sixth aspects, the solenoid valve to be diagnosed for the presence or absence of the failure is used for retreating a vehicle. The gist of the invention is that a solenoid valve capable of adjusting the hydraulic pressure of the hydraulic oil supplied to the friction element is included.

通常、上記車両の退避走行に用いられる摩擦要素に供給される作動油の油圧を調圧可能なソレノイドバルブ、すなわち退避走行用のソレノイドバルブとなると、自ずとその診断頻度も低くなるのが普通である。ただし、このような退避走行用のソレノイドバルブは、これに故障がきたすようなことがあれば退避走行すらおぼつかなくなる懸念があるため、本来は、この退避走行用のソレノイドバルブこそ、その定期的な診断が必要とされるものともいえる。この点、同構成によるように、このような退避走行用のソレノイドバルブもその診断の対象とされることで、退避走行機能付きの自動変速機としての信頼性も高く維持されるようになる。しかも、上記診断装置によれば、診断対象とするソレノイドバルブの選択も容易であることから、このような退避走行用のソレノイドバルブについても高い自由度をもってその診断を行うことができる。   Normally, when a solenoid valve capable of adjusting the hydraulic pressure of hydraulic oil supplied to a friction element used for retreat travel of the vehicle, that is, a solenoid valve for retreat travel, the diagnosis frequency is usually low. . However, if such a solenoid valve for evacuation travels, there is a concern that even if the evacuation travels become unclear if there is a failure, this solenoid valve for evacuation travel is originally a regular valve. It can be said that a diagnosis is required. In this regard, as in the same configuration, such a solenoid valve for evacuation travel is also subject to diagnosis, so that the reliability as an automatic transmission with the evacuation travel function is maintained at a high level. In addition, according to the above-described diagnostic device, it is easy to select a solenoid valve to be diagnosed, and therefore, such a solenoid valve for evacuation travel can be diagnosed with a high degree of freedom.

以下、本発明にかかる自動変速機の診断装置を車両に搭載される例えば前進６段の自動変速機に適用した一実施形態について、図１〜図４を参照して説明する。
図１に示されるように、この自動変速機１００は、大きくは車両に搭載される原動機、ここでの例えば内燃機関のクランクシャフト１０に接続される入力変換部１１０と、推進軸を介して車両の駆動輪に接続されるギアトレーン部１２０とを備えて構成されている。このうち、入力変換部１１０にはトルクコンバータ２０が設けられている。このトルクコンバータ２０は周知のように、クランクシャフト１０に連結されたポンプインペラ２１と、自動変速機１００としての入力軸１０１に連結されたタービンランナ２２とを備えており、これらポンプインペラ２１とタービンランナ２２との間の流体（オイル）の流動を利用してクランクシャフト１０の駆動力を上記入力軸１０１に伝達する。 Hereinafter, an embodiment in which a diagnostic device for an automatic transmission according to the present invention is applied to, for example, a six-speed automatic transmission mounted on a vehicle will be described with reference to FIGS.
As shown in FIG. 1, the automatic transmission 100 includes a prime mover mounted on a vehicle, an input conversion unit 110 connected to, for example, a crankshaft 10 of an internal combustion engine, and a propulsion shaft. And a gear train unit 120 connected to the drive wheels. Among these, the input converter 110 is provided with a torque converter 20. As is well known, the torque converter 20 includes a pump impeller 21 connected to the crankshaft 10 and a turbine runner 22 connected to an input shaft 101 as the automatic transmission 100. The pump impeller 21 and the turbine The driving force of the crankshaft 10 is transmitted to the input shaft 101 using the flow of fluid (oil) with the runner 22.

一方、上記ギアトレーン部１２０には、これも大きくは遊星装置であるフロントプラネタリー３０、ミッドプラネタリー４０及びリヤプラネタリー５０が設けられている。
ここで、フロントプラネタリー３０は、サンギア３１、リングギア３４、キャリア３５，３６、キャリア３５，３６にそれぞれ回転可能に支持される遊星ギア３２，３３によって構成されている。これら遊星ギア３２，３３は互いに噛合する状態でサンギア３１とリングギア３４との間に配設されており、このうち遊星ギア３２はサンギア３１に、また遊星ギア３３はリングギア３４にそれぞれ噛合されている。また、サンギア３１と上記入力軸１０１との間にはクラッチＣ３が設けられているとともに、同サンギア３１と当該自動変速機１００のハウジングＨＧとの間にはブレーキＢ３及びワンウェイクラッチＦ２が設けられている。またさらに、キャリア３５，３６とハウジングＨＧとの間には、ブレーキＢ１及びワンウェイクラッチＦ１が設けられている。 On the other hand, the gear train section 120 is provided with a front planetary 30, a mid planetary 40 and a rear planetary 50 which are largely planetary devices.
Here, the front planetary 30 is composed of sun gears 31, ring gears 34, carriers 35 and 36, and planetary gears 32 and 33 that are rotatably supported by the carriers 35 and 36, respectively. These planetary gears 32 and 33 are arranged between the sun gear 31 and the ring gear 34 in a state of meshing with each other. Of these, the planetary gear 32 is meshed with the sun gear 31 and the planetary gear 33 is meshed with the ring gear 34. ing. A clutch C3 is provided between the sun gear 31 and the input shaft 101, and a brake B3 and a one-way clutch F2 are provided between the sun gear 31 and the housing HG of the automatic transmission 100. Yes. Furthermore, a brake B1 and a one-way clutch F1 are provided between the carriers 35 and 36 and the housing HG.

また、上記ミッドプラネタリー４０は、サンギア４１、リングギア４３、キャリア４４、キャリア４４に回転可能に支持されてそれらサンギア４１及びリングギア４３に噛合される遊星ギア４２によって構成されている。このうち、サンギア４１と上記入力軸１０１との間には、クラッチＣ１，Ｃ４及びワンウェイクラッチＦ４が設けられているとともに、キャリア４４と同入力軸１０１との間には、クラッチＣ２が設けられている。また、リングギア４３とハウジングＨＧとの間にはブレーキＢ２が設けられている。なお、このミッドプラネタリー４０を構成するリングギア４３は上記フロントプラネタリー３０を構成するリングギア３４に一体に連結されている。   The mid planetary 40 includes a sun gear 41, a ring gear 43, a carrier 44, and a planetary gear 42 that is rotatably supported by the carrier 44 and meshed with the sun gear 41 and the ring gear 43. Among these, clutches C1 and C4 and a one-way clutch F4 are provided between the sun gear 41 and the input shaft 101, and a clutch C2 is provided between the carrier 44 and the input shaft 101. Yes. A brake B2 is provided between the ring gear 43 and the housing HG. The ring gear 43 constituting the mid planetary 40 is integrally connected to the ring gear 34 constituting the front planetary 30.

また、上記リヤプラネタリー５０は、サンギア５１、リングギア５３、キャリア５４、キャリア５４に回転可能に支持されてそれらサンギア５１及びリングギア５３に噛合する遊星ギア５２によって構成されている。このうち、リングギア５３と上記ミッドプラネタリー４０のキャリア４４との間にはワンウェイクラッチＦ３が設けられているとともに、同リングギア５３とハウジングＨＧとの間にはブレーキＢ４が設けられている。なお、このリヤプラネタリー５０を構成するサンギア５１は上記ミッドプラネタリー４０を構成するサンギア４１に一体に連結されるとともに、遊星ギア５２は当該自動変速機１００としての出力軸１０２に一体に連結されている。   The rear planetary 50 includes a sun gear 51, a ring gear 53, a carrier 54, and a planetary gear 52 that is rotatably supported by the carrier 54 and meshes with the sun gear 51 and the ring gear 53. Among these, a one-way clutch F3 is provided between the ring gear 53 and the carrier 44 of the mid planetary 40, and a brake B4 is provided between the ring gear 53 and the housing HG. The sun gear 51 constituting the rear planetary 50 is integrally connected to the sun gear 41 constituting the mid planetary 40, and the planetary gear 52 is integrally connected to the output shaft 102 as the automatic transmission 100. ing.

そして、同図１に示されるように、この自動変速機１００には、該自動変速機１００としての各種の操作を統括的に制御する電子制御装置６０と、この電子制御装置６０による制御のもとに摩擦要素である上記クラッチＣ１〜Ｃ４やブレーキＢ１〜Ｂ４に対してそれらを作動させるための作動油を供給する作動油供給回路７０とが設けられている。すなわち、電子制御装置６０では、例えばスロットルセンサや車速センサ等のセンサを通じて適宜に検知されるその都度の車両の運転情報に基づき作動油供給回路７０の給油経路を変更することで各摩擦要素の係合／解放を選択設定し、これにより各遊星装置の動力伝達経路を変更して上記入力軸１０１と出力軸１０２との間に適宜の変速段を成立させるようにしている。ちなみに、本実施形態において診断対象とするこの自動変速機１００は、図２に一覧するように、各摩擦要素、すなわちクラッチＣ１〜Ｃ４やブレーキＢ１〜Ｂ４の係合／解放の組み合わせに対応して、後進１段、及び変速比が順次異なる前進６段の変速段のいずれかに切替えられる仕様となっている。なお、図２において、「○」印は当該する摩擦要素（Ｃ１〜Ｃ４，Ｂ１〜Ｂ４）の係合状態を表し、空欄は解放状態を表し、また「（○）」印はエンジンブレーキが作用したときの係合状態を表し、そして「△」印は動力伝達に関与しない係合を表している。   As shown in FIG. 1, the automatic transmission 100 includes an electronic control device 60 that comprehensively controls various operations as the automatic transmission 100, and a control by the electronic control device 60. And a hydraulic oil supply circuit 70 for supplying hydraulic oil for operating the clutches C1 to C4 and the brakes B1 to B4, which are friction elements. That is, the electronic control device 60 changes the oil supply path of the hydraulic oil supply circuit 70 based on the vehicle operation information that is appropriately detected through a sensor such as a throttle sensor or a vehicle speed sensor, for example, to thereby change the relationship between the friction elements. The combination / release is selected and set, whereby the power transmission path of each planetary device is changed to establish an appropriate shift stage between the input shaft 101 and the output shaft 102. Incidentally, the automatic transmission 100 to be diagnosed in the present embodiment corresponds to each friction element, that is, a combination of engagement / release of clutches C1 to C4 and brakes B1 to B4 as listed in FIG. The specification is such that it can be switched to one of the reverse gears and the six forward gears with different gear ratios. In FIG. 2, “◯” indicates the engaged state of the corresponding friction elements (C1 to C4, B1 to B4), the blank indicates the released state, and “(○)” indicates that the engine brake is applied. In this case, the engagement state is expressed, and the symbol “Δ” indicates the engagement not involved in power transmission.

次に、上記作動油供給回路７０及び電子制御装置６０の具体的な構成について図３を参照して説明する。
図３に示されるように、作動油供給回路７０には、上記内燃機関のクランクシャフト１０の回転に基づき駆動されるオイルポンプを含んで構成される油圧源７１が設けられており、この油圧源７１から送られる作動油が供給通路を介して摩擦要素、すなわちクラッチＣ１〜Ｃ４，ブレーキＢ１〜Ｂ４にそれぞれ供給される。また、上記供給通路には、摩擦要素であるクラッチＣ１〜Ｃ４やブレーキＢ１〜Ｂ４に対応して、いわゆるノマーリクローズ型のソレノイドバルブＳＶ１〜ＳＶ８がそれぞれ設けられている。すなわち、それらソレノイドバルブＳＶ１〜ＳＶ８を構造する各ソレノイドＳＮ１〜ＳＮ８への通電が行われると、各該当するソレノイドバルブが開弁し、該開弁したソレノイドバルブに対応する摩擦要素が係合される。一方、それらソレノイドＳＮ１からＳＮ８への通電が遮断されると、その該当するソレノイドバルブが閉弁し、該閉弁したソレノイドバルブに対応する摩擦要素が解放される。 Next, specific configurations of the hydraulic oil supply circuit 70 and the electronic control unit 60 will be described with reference to FIG.
As shown in FIG. 3, the hydraulic oil supply circuit 70 is provided with a hydraulic power source 71 including an oil pump that is driven based on the rotation of the crankshaft 10 of the internal combustion engine. The hydraulic oil sent from 71 is supplied to the friction elements, that is, the clutches C1 to C4 and the brakes B1 to B4 through the supply passage. The supply passage is provided with so-called normally closed solenoid valves SV1 to SV8 corresponding to the clutches C1 to C4 and the brakes B1 to B4, which are friction elements. That is, when the solenoids SN1 to SN8 constituting the solenoid valves SV1 to SV8 are energized, the corresponding solenoid valves are opened, and the friction elements corresponding to the opened solenoid valves are engaged. . On the other hand, when the energization from the solenoids SN1 to SN8 is cut off, the corresponding solenoid valve is closed, and the friction element corresponding to the closed solenoid valve is released.

また、摩擦要素のうちのクラッチＣ１に対応しては、退避走行用のソレノイドバルブＳＶ０が更に設けられている。このソレノイドバルブＳＶ０は、ノーマリオープン型のソレノイドバルブであり、そのソレノイドＳＮ０への通電が行われることにより閉弁し、同ソレノイドＳＮ０への通電が遮断されることにより開弁する。すなわち、車両の通常走行時には、上記ソレノイドＳＮ０への通電が維持されてソレノイドバルブＳＶ０も閉弁状態に維持されるが、例えば電子制御装置６０の故障等により、このソレノイドバルブＳＶ０を含めた各ソレノイドバルブへの通電が不能になった場合には、ソレノイドバルブＳＶ０のみが開弁状態となる。これにより、摩擦要素のうちのクラッチＣ１のみは係合されることとなり、ここでの例の場合には、前進１段（１ｓｔ）の変速段を通じて車両の退避走行が可能となる。   Further, a solenoid valve SV0 for retreat travel is further provided corresponding to the clutch C1 among the friction elements. The solenoid valve SV0 is a normally open solenoid valve, which is closed when energization is performed on the solenoid SN0 and opened when energization of the solenoid SN0 is interrupted. That is, during normal driving of the vehicle, energization of the solenoid SN0 is maintained and the solenoid valve SV0 is also closed. For example, due to a failure of the electronic control unit 60, each solenoid including the solenoid valve SV0 is When energization of the valve becomes impossible, only the solenoid valve SV0 is opened. As a result, only the clutch C1 among the friction elements is engaged, and in the case of the example here, the vehicle can evacuate and travel through the first forward speed (1st).

ここで、これらソレノイドバルブＳＶ０〜ＳＶ８を構成する各ソレノイドＳＮ０〜ＳＮ８への通電状態（通電／遮断）の制御は、電子制御装置６０を構成するマイクロコンピュータ６１からの駆動指令ＤＯに基づいて行わる。すなわち、この電子制御装置６０には、上記ソレノイドバルブＳＶ０〜ＳＶ８の各々に対応してこれを駆動する駆動トランジスタＬ０〜Ｌ８とともに、上記マイクロコンピュータ６１からの駆動指令ＤＯに応じてそれら駆動トランジスタＬ０〜Ｌ８の各対応するものを「オン」とする駆動信号を出力するドライバ（駆動ＩＣ）６２が併せて設けられている。そのため、上記駆動指令ＤＯとして例えば上記ソレノイドバルブＳＶ１の開弁指令が発せられたとすると、ドライバ６２を通じて駆動トランジスタＬ１が「オン」とされ、この駆動トランジスタＬ１が「オン」とされている期間だけソレノイドＳＮ１に電流が流れてソレノイドバルブＳＶ１が開弁される。そして、このソレノイドバルブＳＶ１の開弁に伴って上記摩擦要素の１つであるクラッチＣ１が係合されるようになることは上述の通りである。   Here, the control of the energization state (energization / interruption) of the solenoids SN0 to SN8 constituting the solenoid valves SV0 to SV8 is performed based on the drive command DO from the microcomputer 61 constituting the electronic control unit 60. . That is, the electronic control unit 60 includes the drive transistors L0 to L8 that drive the solenoid valves SV0 to SV8 corresponding to the solenoid valves SV0 to SV8, and the drive transistors L0 to L8 according to the drive command DO from the microcomputer 61. A driver (driving IC) 62 that outputs a driving signal for turning on the corresponding one of L8 is also provided. Therefore, if, for example, a valve opening command for the solenoid valve SV1 is issued as the drive command DO, the drive transistor L1 is turned “on” through the driver 62, and the solenoid is operated only during a period in which the drive transistor L1 is turned “on”. A current flows through SN1, and solenoid valve SV1 is opened. As described above, the clutch C1, which is one of the friction elements, is engaged when the solenoid valve SV1 is opened.

また、本実施形態において、上記電子制御装置６０は、上記各ソレノイドバルブＳＶ０〜ＳＶ８の診断装置としての機能も併せ備えている。すなわち、この電子制御装置６０では、上記各ソレノイドバルブＳＶ０〜ＳＶ８に流れる電流を上記ドライバ６２に取り込み、このドライバ６２内で例えばシャント抵抗等を介して電圧に変換した後、ドライバ６２から同電圧に基づくモニタ信号、すなわち電流モニタ信号ＩＭをマイクロコンピュータ６１に与えるようにしている。これによりマイクロコンピュータ６１では、上記駆動指令ＤＯに見合う状態での電流モニタ信号ＩＭが絵あれるか否かに基づいて上記ソレノイドバルブＳＶ０〜ＳＶ８を構成するソレノイドＳＮ０〜ＳＮ８に断線あるいは短絡等の故障が生じていないか否かを診断することが可能となる。ただし本実施形態において、このような診断はイグニッション（始動）スイッチＩＧのオフ操作に伴って実行される。   In the present embodiment, the electronic control device 60 also has a function as a diagnostic device for the solenoid valves SV0 to SV8. That is, in this electronic control unit 60, the current flowing through each of the solenoid valves SV0 to SV8 is taken into the driver 62, converted into a voltage through, for example, a shunt resistor in the driver 62, and then converted from the driver 62 to the same voltage. A monitor signal based thereon, that is, a current monitor signal IM is supplied to the microcomputer 61. Thereby, in the microcomputer 61, the solenoids SN0 to SN8 constituting the solenoid valves SV0 to SV8 are broken or short-circuited based on whether or not the current monitor signal IM in a state corresponding to the drive command DO is drawn. It is possible to diagnose whether or not this occurs. However, in the present embodiment, such a diagnosis is executed when the ignition (start) switch IG is turned off.

なお、上記電子制御装置６０が、イグニッションスイッチＩＧのオン操作に基づきオン状態に維持されるメインリレーＭＲを介して車載バッテリＢＴからの給電を受けてその制御動作が実行可能な状態となることは周知の通りである。すなわち、上記イグニッションスイッチＩＧがオン操作されると、これを受けた電子制御装置６０は、メインリレーＭＲの内部接点をオンとして車載バッテリＢＴの電圧ＶＢを取り込み、この電圧ＶＢに基づいてマイクロコンピュータ６１やドライバ６２の駆動電圧を生成するとともに、上記ソレノイドバルブＳＶ０〜ＳＶ８を駆動するための駆動電圧ＶＣを併せて生成する。   It is noted that the electronic control device 60 receives power from the vehicle-mounted battery BT via the main relay MR that is maintained in the on state based on the on operation of the ignition switch IG, and becomes in a state where the control operation can be executed. As is well known. That is, when the ignition switch IG is turned on, the electronic control unit 60 that receives the ignition switch IG turns on the internal contact of the main relay MR to take in the voltage VB of the in-vehicle battery BT, and based on the voltage VB, the microcomputer 61 And the drive voltage VC for driving the solenoid valves SV0 to SV8.

そして、イグニッションスイッチＩＧがオフ操作されると、マイクロコンピュータ６１は上記診断処理を含めた所定の後処理を終えた後、上記メインリレーＭＲの内部接点をオフとして、車載バッテリＢＴから電子制御装置６０への給電を遮断する。   When the ignition switch IG is turned off, the microcomputer 61 finishes predetermined post-processing including the diagnostic processing, and then turns off the internal contact of the main relay MR to turn the electronic control device 60 from the in-vehicle battery BT. Shut off the power supply to the.

図４は、電子制御装置６０による上記診断装置としての診断処理についてその処理手順をフローチャートとして示したものであり、以下、この図４を併せ参照して、同診断装置としての動作を詳述する。   FIG. 4 is a flowchart showing the processing procedure of the diagnostic processing as the diagnostic device by the electronic control unit 60. Hereinafter, the operation as the diagnostic device will be described in detail with reference to FIG. .

従来の診断装置として前述したように、変速段が変更される際、係合状態が変化すべき摩擦要素に対応する作動油圧の変化を油圧スイッチ等により監視することによってソレノイドバルブの故障の有無を診断する場合、自動変速機自体の操作態様に依存した各ソレノイドバルブに対する診断頻度の偏りも避けられない。そして、このため、例えば運転者の運転習慣等によって頻度の低い変速段があるような場合、該変速段に変速する際に係合状態が変更すべき摩擦要素に対応するソレノイドバルブについては自ずとその診断頻度も低くなるなど、同診断装置としての柔軟性や自由度といった面ではなお課題を残すものとなっていた。しかもこのことは、特に上記退避走行用のソレノイドバルブＳＶ０を備える自動変速機にとっては深刻である。そこで、本実施形態にかかる診断装置では上述のように、車両の停止後、イグニッションスイッチＩＧがオフ操作されたことの検知にお基づき上記各ソレノイドＳＮ０〜ＳＮ８に自由に通電を行ってソレノイドバルブＳＶ０〜ＳＶ８の故障診断を行うようにしている。   As described above as the conventional diagnostic device, when the gear position is changed, the change of the working hydraulic pressure corresponding to the friction element whose engagement state should be changed is monitored by a hydraulic switch or the like to determine whether or not the solenoid valve has failed. When making a diagnosis, it is inevitable that the diagnosis frequency is biased to each solenoid valve depending on the operation mode of the automatic transmission itself. For this reason, for example, when there is a low-speed gear stage due to the driving habits of the driver, the solenoid valve corresponding to the friction element whose engagement state should be changed when shifting to the gear stage is naturally There are still problems in terms of flexibility and flexibility as the diagnostic device, such as a lower diagnosis frequency. In addition, this is particularly serious for an automatic transmission including the solenoid valve SV0 for retreat travel. Therefore, as described above, in the diagnostic device according to the present embodiment, the solenoids SV0 to SN8 are energized freely based on the detection that the ignition switch IG is turned off after the vehicle is stopped. ˜SV8 failure diagnosis is performed.

すなわち図４に示されるように、この診断処理ではまず、例えば上記出力軸１０２の回転速度を検出するセンサによって検出される同出力軸１０２の回転速度に基づいて車両が停止しているか否かが判断される（ステップＳ１００）。ここで、車両が停止している旨が判断される場合には（ステップＳ１００：ＹＥＳ）、次のステップＳ１１０の処理として、上記イグニッションスイッチＩＧがオフ操作されたか否かが判断される。そしてこの判断の結果、イグニッションスイッチＩＧがオフ操作されたことが判断されることをトリガとして、診断処理としての実質的な処理が開始される。   That is, as shown in FIG. 4, in this diagnosis process, first, for example, whether or not the vehicle is stopped based on the rotation speed of the output shaft 102 detected by a sensor that detects the rotation speed of the output shaft 102 is determined. Determination is made (step S100). Here, when it is determined that the vehicle is stopped (step S100: YES), it is determined whether the ignition switch IG is turned off as the processing of the next step S110. Then, as a result of this determination, a substantial process as a diagnostic process is started when it is determined that the ignition switch IG is turned off.

この処理では上述のように、ドライバ６２を介して上記駆動トランジスタＬ０〜Ｌ８を例えば順に「オン」とすることにより、ソレノイドバルブＳＶ０〜ＳＶ８を構成する各ソレノイドＳＮ０〜ＳＮ８に順次強制通電を行う（ステップＳ１２０）。そして、この強制通電を行う毎に、各々対応する電流モニタ信号ＩＭを取り込み、この電流モニタ信号ＩＭの挙動が上記強制通電を指令した駆動指令ＤＯに見合ったものであるか否かを判断する（ステップＳ１３０）。すなわち、全てのソレノイドバルブが正常であれば、駆動指令ＤＯを通じて強制通電したソレノイドに対応する電流モニタ信号ＩＭからはその通電期間に対応して電流が流れた旨の形跡が認識されるようになる。しかし、それらソレノイドバルブの全てが正常でなければ、
（イ）駆動指令ＤＯを通じてあるソレノイドに対し強制通電を行ったにも拘わらず、上記電流モニタ信号ＩＭを通じて同ソレノイドに電流の流れた形跡が認識できない。
（ロ）駆動指令ＤＯを通じた強制通電を行っていないにも拘わらず、あるソレノイドに対応する電流モニタ信号ＩＭを通じて同ソレノイドに電流が流れている旨が認識される。
等々の症状が現れることとなる。そして、上記（イ）の症状が現れる場合には、当該ソレノイドに断線もしくは地絡等の故障が生じていることになり、また上記（ロ）の症状が現れる場合には、当該ソレノイドが上記駆動電圧ＶＣの給電線と短絡している等の故障が生じていることとなる。このため、これら（イ）あるいは（ロ）の症状が生じている旨判断される場合には、ステップＳ１４０の処理として、車室内の操作パネル等に設けられる警告ランプを点灯して該診断処理を終了する。なお、この場合には通常、その故障の旨が電子制御装置６０内の適宜の不揮発性メモリに書き込まれ、次回の車両走行時には、この故障情報に基づいて上述した退避走行等が行われることとなる。 In this process, as described above, the drive transistors L0 to L8 are sequentially turned on via the driver 62, for example, thereby sequentially energizing the solenoids SN0 to SN8 constituting the solenoid valves SV0 to SV8 sequentially ( Step S120). Each time this forced energization is performed, the corresponding current monitor signal IM is taken in, and it is determined whether or not the behavior of the current monitor signal IM is commensurate with the drive command DO commanding the forced energization ( Step S130). In other words, if all the solenoid valves are normal, the current monitor signal IM corresponding to the solenoid that is forcibly energized through the drive command DO can recognize the evidence that the current has flowed corresponding to the energization period. . However, if all of these solenoid valves are not normal,
(A) Despite the forced energization of a solenoid through a drive command DO, the trace of current flowing through the solenoid cannot be recognized through the current monitor signal IM.
(B) It is recognized that a current is flowing through the solenoid through the current monitor signal IM corresponding to a certain solenoid even though the forced energization is not performed through the drive command DO.
Etc. will appear. When the symptom (b) appears, the solenoid is broken or a ground fault has occurred. When the symptom (b) appears, the solenoid is driven. A failure such as a short circuit with the power supply line of the voltage VC has occurred. For this reason, when it is determined that the symptoms (a) or (b) have occurred, as a process in step S140, a warning lamp provided on an operation panel or the like in the vehicle interior is turned on to perform the diagnosis process. finish. In this case, normally, the fact of the failure is written in an appropriate non-volatile memory in the electronic control unit 60, and the above-described evacuation traveling is performed based on the failure information at the next vehicle traveling. Become.

以上説明した実施形態によれば、以下の効果が得られるようになる。
（１）イグニッションスイッチＩＧがオフ操作されることを条件に各ソレノイドバルブの故障診断を行うこととした。すなわち、このときには、内燃機関が停止して、各ソレノイドバルブのソレノイドへの通電の有無に拘わらず油圧源７１から供給される作動油の油圧も各摩擦要素を作動し得ない低油圧になる。換言すれば、全てのソレノイドバルブＳＶ０〜ＳＶ８が自動変速機１００に求められる機能から解放されるようになる。このため、それらソレノイドバルブＳＶ０〜ＳＶ８を構成するソレノイドに対して強制通電を行ったとしても、車両の挙動に及ぼす影響は皆無であるとともに、任意のソレノイドバルブを故障診断の対象とすることができ、その故障の有無を高い柔軟性、自由度をもって的確に診断することができるようになる。 According to the embodiment described above, the following effects can be obtained.
(1) The failure diagnosis of each solenoid valve is performed on condition that the ignition switch IG is turned off. That is, at this time, the internal combustion engine is stopped, and the hydraulic oil pressure supplied from the hydraulic pressure source 71 becomes a low hydraulic pressure at which each friction element cannot be operated regardless of whether the solenoid of each solenoid valve is energized. In other words, all the solenoid valves SV0 to SV8 are released from the functions required for the automatic transmission 100. For this reason, even if forced energization is performed on the solenoids constituting the solenoid valves SV0 to SV8, there is no influence on the behavior of the vehicle, and any solenoid valve can be targeted for failure diagnosis. Therefore, it is possible to accurately diagnose the presence or absence of the failure with high flexibility and flexibility.

（２）こうしてイグニッションスイッチＩＧがオフ操作される都度、上記診断が実行されることともなり、各ソレノイドバルブの診断頻度も良好に確保されるようになる。
（３）上記診断に際し、対象とするソレノイドバルブ（ソレノイド）が正常であれば、上記電流モニタ信号ＩＭは常に上記駆動指令ＤＯに対応したものとなる。一方、例えばソレノイドに断線等の故障が生じている場合には、通電しているにも拘わらずソレノイドからの電流が検出されない、またソレノイドに短絡等の故障が生じている場合には、通電を行っていないにも拘わらずソレノイドから電流が検出される、等々の症状が現れるため、同診断も容易である。 (2) In this way, each time the ignition switch IG is turned off, the above diagnosis is executed, and the diagnosis frequency of each solenoid valve is ensured well.
(3) At the time of the diagnosis, if the target solenoid valve (solenoid) is normal, the current monitor signal IM always corresponds to the drive command DO. On the other hand, for example, when a failure such as a disconnection occurs in the solenoid, the current from the solenoid is not detected even though the solenoid is energized, and when a failure such as a short circuit occurs in the solenoid, the energization is performed. This diagnosis is easy because symptoms such as the current being detected from the solenoid even though it is not performed appear.

（４）退避走行用のソレノイドバルブＳＶ０もその診断の対象とされることで、退避走行機能付きの自動変速機１００としての信頼性も高く維持されるようになる。しかも、上記診断装置によれば、診断対象とするソレノイドバルブの選択も容易であることから、このような退避走行用のソレノイドバルブＳＶ０についても高い自由度をもってその診断を行うことができる。   (4) Since the solenoid valve SV0 for evacuation travel is also subject to diagnosis, the reliability of the automatic transmission 100 with the evacuation travel function is also maintained high. In addition, according to the above-described diagnostic device, it is easy to select a solenoid valve to be diagnosed. Therefore, the solenoid valve SV0 for retreat travel can be diagnosed with a high degree of freedom.

なお、上記実施形態は、これを適宜変更した以下の形態にて実施することもできる。
・上記診断を実行しても車両の挙動に及ぼす影響は皆無であることに鑑みれば、各ソレノイドへの通電に、同ソレノイドに流れる電流の監視を容易とする所定の試験パターン、例えば一定周期のパルスパターン等を採用することも可能である。そして、それら試験パターンに対して上記監視する電流がどのように追従するか等も含めた、さらに木目の細かい診断を行うこともできるようになる。 In addition, the said embodiment can also be implemented with the following forms which changed this suitably.
-Considering that there is no influence on the vehicle behavior even if the above diagnosis is performed, a predetermined test pattern that facilitates monitoring of the current flowing through the solenoid, such as a constant cycle It is also possible to adopt a pulse pattern or the like. Further, it becomes possible to make a more detailed diagnosis of the grain including how the monitored current follows the test pattern.

・上記実施形態では、イグニッションスイッチＩＧがオフ操作されることを条件に、上記診断を行うようにしている。これに限らず、例えば内燃機関の運転を制御するエンジンシステムとして車両運転操作要素の所定の操作条件の成立に基づき内燃機関の運転を自動停止するエコノミーランニング機能を有する場合、該機能に基づき内燃機関が自動停止されている期間に上記診断を行うようにしてもよい。この診断開始条件を図５にステップＳ２００，Ｓ２１０の処理として例示する。すなわち、内燃機関が停止した状態であれば、各ソレノイドバルブを構成するソレノイドへの通電を行っても車両の挙動に影響を及ぼすことはない。こうした構成によれば、各ソレノイドバルブの診断頻度もさらに高められるようになる。また、こうした構成を上記実施形態の構成と併用するようにしてもよい。   In the above embodiment, the diagnosis is performed on the condition that the ignition switch IG is turned off. For example, when the engine system for controlling the operation of the internal combustion engine has an economy running function for automatically stopping the operation of the internal combustion engine based on establishment of a predetermined operation condition of the vehicle operation element, the internal combustion engine is based on the function. You may make it perform the said diagnosis in the period when is automatically stopped. This diagnosis start condition is illustrated in FIG. 5 as the processing of steps S200 and S210. That is, as long as the internal combustion engine is in a stopped state, the behavior of the vehicle is not affected even if the solenoids constituting the solenoid valves are energized. According to such a configuration, the diagnosis frequency of each solenoid valve can be further increased. Such a configuration may be used in combination with the configuration of the above embodiment.

・上記油圧源として例えば電動機等の他の原動機によって駆動される油圧源を採用した場合には、必ずしも内燃機関が停止されることを条件に上記診断を行う必要はない。要するに、油圧源を駆動する駆動手段の停止等により、油圧源から供給される作動油の油圧が各摩擦要素を作動し得ない低油圧になることを条件に上記診断を行うようにしてもよい。この診断開始条件を図６にステップＳ３００の処理として例示する。ちなみにこの場合、内燃機関の運転中にあっても、各ソレノイドバルブを構成するソレノイドへの通電を行うことによる車両の挙動への影響はない。   When a hydraulic pressure source driven by another prime mover such as an electric motor is employed as the hydraulic pressure source, it is not always necessary to perform the diagnosis on the condition that the internal combustion engine is stopped. In short, the diagnosis may be performed on the condition that the hydraulic pressure of the hydraulic oil supplied from the hydraulic source becomes a low hydraulic pressure at which each friction element cannot be operated due to the stop of the driving means for driving the hydraulic source. . This diagnosis start condition is illustrated in FIG. 6 as the process of step S300. Incidentally, in this case, even when the internal combustion engine is in operation, there is no influence on the behavior of the vehicle by energizing the solenoids constituting each solenoid valve.

・上記診断の開始条件としては他にも、自動変速機１００の入力軸１０１に接続される特定の摩擦要素、すなわちクラッチＣ１〜Ｃ４による伝達トルクが所定値以下に制御されている条件を採用することもできる。特に上記診断開始条件としてこのような条件を設定することにより、車両が走行可能な状態、すなわち自動変速機のシフトレンジがＰ（パーキング）レンジやＮ（ニュートラル）レンジにある状態でも上記診断を実行することができるようになる。この診断の開始条件を図７にステップＳ４００，ステップＳ４１０の処理として例示する。なお、以上例示した各診断開始条件を総括するに、要は、自動変速機の出力軸に車両の駆動輪を駆動し得るトルクの伝達がなされない条件であればよい。   In addition to the above diagnosis start condition, a specific friction element connected to the input shaft 101 of the automatic transmission 100, that is, a condition in which the transmission torque by the clutches C1 to C4 is controlled to a predetermined value or less is adopted. You can also. In particular, by setting such a condition as the diagnosis start condition, the diagnosis is executed even in a state where the vehicle can travel, that is, in a state where the shift range of the automatic transmission is in the P (parking) range or the N (neutral) range. Will be able to. This diagnosis start condition is illustrated in FIG. 7 as the processing of step S400 and step S410. In summary, the diagnosis start conditions exemplified above may be summarized as long as the torque that can drive the driving wheels of the vehicle is not transmitted to the output shaft of the automatic transmission.

・上記実施形態では、前進６段の自動変速機に本発明にかかる診断装置を適用する場合について例示したが、その診断対象とする自動変速機の仕様、あるいはそれに用いられるソレノイドバルブの仕様等は、上述した例示に限られることなく任意である。   In the above embodiment, the case where the diagnostic device according to the present invention is applied to a six-speed automatic transmission is illustrated, but the specification of the automatic transmission to be diagnosed or the specification of the solenoid valve used for it is as follows: The configuration is arbitrary without being limited to the above-described examples.

この発明にかかる自動変速機の診断装置の一実施形態についてその診断対象とする自動変速機の構成を模式的に示す骨子図及びブロック図。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram and a block diagram schematically showing a configuration of an automatic transmission to be diagnosed in an embodiment of an automatic transmission diagnosis apparatus according to the present invention. 上記自動変速機を構成する各摩擦要素の係合／解放状態の組み合わせとそれにより成立する変速段との関係を示す図。The figure which shows the relationship between the combination of the engagement / release state of each friction element which comprises the said automatic transmission, and the gear stage established by it. 同実施形態の診断装置としての主に電子制御装置及び自動変速機の作動油供給回路についてそれらの構成を示すブロック図。The block diagram which shows those structures mainly about the hydraulic fluid supply circuit of an electronic controller and an automatic transmission as a diagnostic apparatus of the embodiment. 同実施形態の診断装置による各ソレノイドバルブの故障診断処理についてその処理手順を示すフローチャット。The flow chat which shows the process sequence about the failure diagnosis process of each solenoid valve by the diagnostic apparatus of the embodiment. 上記故障診断処理の変形例についてその処理手順を示すフローチャート。The flowchart which shows the process sequence about the modification of the said failure diagnosis process. 上記故障診断処理の変形例についてその処理手順を示すフローチャート。The flowchart which shows the process sequence about the modification of the said failure diagnosis process. 上記故障診断処理の変形例についてその処理手順を示すフローチャート。The flowchart which shows the process sequence about the modification of the said failure diagnosis process.

符号の説明Explanation of symbols

１０…クランクシャフト、２０…トルクコンバータ、２１…ポンプインペラ、２２…タービンランナ、３０…フロントプラネタリー、３１…サンギア、３２…遊星ギア、３３…遊星ギア、３４…リングギア、３５…キャリア、３６…キャリア、４０…ミッドプラネタリー、４１…サンギア、４２…遊星ギア、４３…リングギア、４４…キャリア、５０…リヤプラネタリー、５１…サンギア、５２…遊星ギア、５３…リングギア、５４…キャリア、６０…電子制御装置、６１…マイクロコンピュータ、６２…ドライバ、７０…作動油供給回路、７１…油圧源、１００…自動変速機、１０１…入力軸、１０２…出力軸、１１０…入力変換部、１２０…ギアトレーン部、Ｂ１〜Ｂ４…ブレーキ、Ｃ１〜Ｃ４…クラッチ、Ｆ１〜Ｆ４…ワンウェイクラッチ、Ｌ０〜Ｌ８…駆動トランジスタ、ＳＶ０〜ＳＶ８…ソレノイドバルブ、ＳＮ０〜ＳＮ８…ソレノイド、ＨＧ…ハウジング、ＢＴ…車載バッテリ、ＩＧ…イグニッションスイッチ、ＭＲ…メインリレー。   DESCRIPTION OF SYMBOLS 10 ... Crankshaft, 20 ... Torque converter, 21 ... Pump impeller, 22 ... Turbine runner, 30 ... Front planetary, 31 ... Sun gear, 32 ... Planetary gear, 33 ... Planetary gear, 34 ... Ring gear, 35 ... Carrier, 36 ... carrier, 40 ... mid planetary, 41 ... sun gear, 42 ... planetary gear, 43 ... ring gear, 44 ... carrier, 50 ... rear planetary, 51 ... sun gear, 52 ... planetary gear, 53 ... ring gear, 54 ... carrier , 60 ... an electronic control unit, 61 ... a microcomputer, 62 ... a driver, 70 ... a hydraulic oil supply circuit, 71 ... a hydraulic pressure source, 100 ... an automatic transmission, 101 ... an input shaft, 102 ... an output shaft, 110 ... an input conversion unit, 120 ... Gear train part, B1-B4 ... Brake, C1-C4 ... Clutch, F1-F4 ... One-way club Chi, L0-L8 ... driving transistor, SV0~SV8 ... solenoid valves, SN0~SN8 ... solenoids, HG ... housing, BT ... vehicle battery, IG ... ignition switch, MR ... main relay.

Claims (7)

油圧源から供給される作動油の油圧に応動して係合状態と解放状態との間で切り替わる複数の摩擦要素とそれら摩擦要素に供給される作動油の油圧を各別に調圧可能なソレノイドバルブとを備え、目標とする変速段に応じた各ソレノイドバルブへの通電制御を通じて各摩擦要素の係合／解放を選択設定することにより原動機に接続された入力軸と車両の駆動輪に接続された出力軸との間の変速段を成立させる自動変速機の前記ソレノイドバルブの故障の有無を診断する自動変速機の診断装置であって、
前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件のもとで前記ソレノイドバルブを構成するソレノイドへの通電を行うとともに、同ソレノイドに流れる電流を監視し、そのときの通電に見合う電流が得られないことに基づいて前記ソレノイドバルブが故障している旨を診断する
ことを特徴とする自動変速機の診断装置。 A plurality of friction elements that switch between an engaged state and a released state in response to the hydraulic pressure of hydraulic oil supplied from a hydraulic source, and a solenoid valve that can individually adjust the hydraulic pressure of the hydraulic oil supplied to the friction elements And connected to the input shaft connected to the prime mover and the drive wheel of the vehicle by selectively setting the engagement / release of each friction element through energization control to each solenoid valve according to the target gear position. A diagnostic device for an automatic transmission for diagnosing the presence or absence of a failure of the solenoid valve of an automatic transmission that establishes a gear position with an output shaft,
The solenoid that constitutes the solenoid valve is energized and the current flowing through the solenoid is monitored under the condition that torque that can drive the driving wheels of the vehicle is not transmitted to the output shaft of the automatic transmission. A diagnosis device for an automatic transmission, characterized by diagnosing that the solenoid valve has failed based on the fact that a current commensurate with the energization at that time cannot be obtained. 前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、前記ソレノイドへの通電の有無に拘わらず前記油圧源から供給される作動油の油圧が前記摩擦要素を作動し得ない低油圧にある条件である
請求項１に記載の自動変速機の診断装置。 The condition that the torque that can drive the drive wheels of the vehicle is not transmitted to the output shaft of the automatic transmission is that the hydraulic pressure of the hydraulic oil supplied from the hydraulic power source is the friction regardless of whether the solenoid is energized or not. The diagnostic device for an automatic transmission according to claim 1, wherein the condition is a low hydraulic pressure at which an element cannot be operated. 前記油圧源は前記原動機の運転に基づいて前記作動油を前記各摩擦要素に供給するものであり、前記油圧源から供給される作動油の油圧が前記摩擦要素を作動し得ない低油圧にある条件が、前記原動機の運転の停止によって満たされる
請求項２に記載の自動変速機の診断装置。 The hydraulic source supplies the hydraulic oil to the friction elements based on the operation of the prime mover, and the hydraulic pressure of the hydraulic oil supplied from the hydraulic source is at a low hydraulic pressure that cannot operate the friction elements. The automatic transmission diagnosis apparatus according to claim 2, wherein the condition is satisfied by stopping the operation of the prime mover. 前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、前記原動機の停止操作によって満たされる
請求項１に記載の自動変速機の診断装置。 The diagnostic apparatus for an automatic transmission according to claim 1, wherein a condition that torque that can drive the driving wheels of the vehicle is not transmitted to an output shaft of the automatic transmission is satisfied by a stop operation of the prime mover. 前記自動変速機の入力軸は、特定の摩擦要素を介して前記原動機に接続されるものであり、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、前記特定の摩擦要素による伝達トルクが所定値以下に制御されることによって満たされる
請求項１に記載の自動変速機の診断装置。 The input shaft of the automatic transmission is connected to the prime mover via a specific friction element, and the torque that can drive the drive wheels of the vehicle is not transmitted to the output shaft of the automatic transmission. The automatic transmission diagnosis apparatus according to claim 1, wherein the transmission torque by the specific friction element is controlled to be a predetermined value or less. 前記原動機は内燃機関を含むとともに、該内燃機関の運転を制御するエンジンシステムは車両運転操作要素の所定の操作条件の成立に基づき内燃機関の運転を自動停止するエコノミーランニング機能を有するものであり、前記自動変速機の出力軸に前記車両の駆動輪を駆動し得るトルクの伝達がなされない条件が、このエコノミーランニング機能に基づく内燃機関の運転の自動停止によって満たされる
請求項１に記載の自動変速機の診断装置。 The prime mover includes an internal combustion engine, and the engine system that controls the operation of the internal combustion engine has an economy running function that automatically stops the operation of the internal combustion engine based on establishment of a predetermined operation condition of the vehicle operation element. The automatic transmission according to claim 1, wherein a condition in which torque that can drive the driving wheels of the vehicle is not transmitted to the output shaft of the automatic transmission is satisfied by an automatic stop of the operation of the internal combustion engine based on the economy running function. Machine diagnostic device. 前記故障の有無の診断対象となるソレノイドバルブには、車両の退避走行に用いられる摩擦要素に供給される作動油の油圧を調圧可能なソレノイドバルブが含まれる
請求項１〜６のいずれか一項に記載の自動変速機の診断装置。 The solenoid valve which is a diagnosis target of the presence or absence of the failure includes a solenoid valve capable of adjusting the hydraulic pressure of the hydraulic oil supplied to the friction element used for the retreat traveling of the vehicle. The automatic transmission diagnostic device according to the item.
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